Driving assistance device

ABSTRACT

A driving assistance device, including an automated driving switch; an emergency button; and a controller configured to provide either automated driving in which travel is performed along a current travel path of a host vehicle or automated stopping in response to manipulation by a driver of the automated driving switch or of the emergency button.

CROSS-REFERENCE TO RELATED APPLICATIONS

This application is a Continuation of U.S. application Ser. No.15/862,781, filed Jan. 5, 2018, issued as U.S. Pat. No. 10,928,818,which is a Continuation of U.S. application Ser. No. 15/050,950, filedFeb. 23, 2016, issued as U.S. Pat. No. 9,891,622, which is aContinuation of U.S. application Ser. No. 13/704,251, filed Dec. 14,2012, issued as U.S. Pat. No. 9,304,513, which is a National PhaseApplication of PCT/JP2010/060218, filed Jun. 16, 2010, the contents ofwhich are incorporated herein by reference.

TECHNICAL FIELD

The present invention relates to a driving assistance device whichassists a host vehicle in driving.

BACKGROUND ART

It is desirable to develop a driving assistance device which enables adriver to easily operate vehicle driving assistance and which is easy tomanipulate for a case in which a vehicle travels and an emergencyoccurs, such as a case in which it is difficult to drive because adriver suddenly feels ill and the driver wants to stop the vehicle or acase in which it is temporarily difficult to drive because, for example,the driver sneezes and the driver wants to temporarily drive the vehiclealong a road.

Here, as a device which performs host vehicle driving assistance, atravel assistance system has been known which can perform travelassistance control for constant speed travel, travel in a traffic jam,or the like, as disclosed in, for example, Japanese Unexamined PatentApplication Publication No. 2001-260704. A travel assistance systemincludes an ACC (Active Cruise Control) microcomputer, a travel controlmicrocomputer for traffic jams, a system operating switch, a SET switch,a CANCEL switch, and vehicle speed detection means.

In such a travel assistance system, the system operating switch, the SETswitch, and the CANCEL switch are used for both the ACC microcomputerand the travel control microcomputer for traffic jams. For example, thesystem operating switch, the SET switch, and the CANCEL switch functionas the control switches of the ACC microcomputer in a case in whichvehicle speed is equal to or greater than 35 km/h and as the controlswitches of the travel control microcomputer for traffic jams in a casein which vehicle speed is equal to or less than 20 km/h, and travelassistance control can be realized based on the traveling state of avehicle.

CITATION LIST Patent Literature

-   [Patent Literature 1] Japanese Unexamined Patent Application    Publication No. 2001-260704

SUMMARY OF INVENTION Technical Problem

However, although, in the travel assistance system, travel assistancecontrol based on the traveling state can be performed, there is room forimprovement in order to appropriately perform travel assistanceaccording to various types of states. For example, when it istemporarily difficult to drive because a driver sneezes while a vehicleaccording to the travel assistance system is traveling at vehicle speedwhich is equal to or greater than 35 km/h, it is conceivable that theSET switch is switched on because the ACC is useful for travelassistance.

Meanwhile, when it is difficult to drive because the driver suddenlyfeels ill in the above state, it is desirable to safely stop the vehicleinstead of using ACC. In order to assist the stopping of the vehicle inthe travel assistance system, it is conceivable that an automateddriving assistance function for stopping be added to the travelassistance system in advance and automated driving is performed usingthe function. However, when an automated driving assistance function forstopping is added, travel assistance control is performed based on thetraveling state (vehicle speed) in the travel assistance system.Therefore, in order to enable a plurality of types of travel assistancecontrol to be operated and divided in the same vehicle speed rangeaccording to the state, it is necessary to provide a separate switchingswitch or the like. If so, since the driver needs to switch on the SETswitch after switching the switching switch to desired travel assistanceeven in an emergency, thereby causing the driver to instinctively feel asense of discomfort.

The present invention has been made in order to solve the aboveproblems, and an object of the present invention is to provide a drivingassistance device which it is easy to manipulate instinctively withoutcausing a driver to feel a sense of discomfort.

Solution to Problem

That is, a driving assistance device according to an aspect of thepresent invention includes instruction means for instructing a change ina driving assistance operation state of a host vehicle; setting meansfor setting an operational purpose of the driving assistance;determination means for determining the driving assistance operationstate based on the setting of the setting means when the instructionmeans is manipulated; and control means for performing vehicle travelcontrol based on a determination result of the determination means.

According to an aspect of the present invention, when it is instructedto perform the driving assistance using the instruction means, thedetermination means determines the operation state of the drivingassistance based on the operational purpose which is set using thesetting means, and the control means performs the vehicle travel controlbased on the determination result. Therefore, since the drivingassistance operation state is automatically determined based on theoperational purpose and the driving assistance control is performed, thedriving assistance device is easy to instinctively manipulate withoutcausing the driver to feel a sense of discomfort.

In addition, in the driving assistance device according to an aspect ofthe present invention, it is preferable that the driving assistancedevice further include travel intention detection means for detectingtravel continuation intention of a driver, and the determination meansdetermine the driving assistance operation state based on a detectionresult of the travel intention detection means when the instructionmeans is manipulated. Therefore, since the driving assistance operationstate is automatically determined based on the travel continuationintention of the driver and the driving assistance control is performed,the driving assistance device is easy to instinctively manipulatewithout causing the driver to feel a sense of discomfort.

In addition, in the driving assistance device according to an aspect ofthe present invention, it is preferable that the instruction means bemeans for instructing a change in the automated driving operation stateof the host vehicle, the setting means be means for setting adestination, and the determination means determines the automateddriving operation state based on whether or not the destination has beenset when the instruction means is manipulated. Therefore, since theautomated driving operation state is automatically determined based onwhether or not the destination has been set and automated driving isperformed, the driving assistance device is easy to instinctivelymanipulate without causing the driver to feel a sense of discomfort.

In addition, in the driving assistance device according to an aspect ofthe present invention, it is preferable that the determination meansgenerate a route to the destination and starts automated driving whenthe destination has been set. Therefore, since the route to thedestination is automatically generated according to the intention of thedriver and automated driving starts when the destination has been set,the driving assistance device is easy to instinctively manipulatewithout causing the driver to feel a sense of discomfort.

In addition, in the driving assistance device according to an aspect ofthe present invention, it is preferable that the determination meansgenerate a stopping route and starts automated driving when thedestination has not been set. When the vehicle is being travelled and itis temporarily difficult to drive because the driver suddenly feels illin the state in which the destination for automated driving has not beenset, it is conceivable that the driver will not have composure to setthe destination for automated driving. In an aspect of the presentinvention, when it is instructed to perform automated driving eventhough the destination has not been set, it is certified as anemergency, so that a stopping route is automatically generated andautomated driving starts. Therefore, the driving assistance device iseasy to instinctively manipulate without causing the driver to feel asense of discomfort.

In addition, in the driving assistance device according to an aspect ofthe present invention, it is preferable that the determination meansgenerate a route along a current travel path of the host vehicle andstarts automated driving when the destination has not been set. When thevehicle travels and it is temporarily difficult to drive because, forexample, the driver sneezes in the state in which the destination forautomated driving has not been set, it is conceivable that the driverwill not have composure to set the destination for automated driving.Therefore, when it is instructed to perform automated driving eventhough the destination has not been set, it is certified as a temporaryemergency, so that a route along a current travel path is automaticallygenerated and automated driving starts. Therefore, the drivingassistance device is easy to instinctively manipulate without causingthe driver to feel a sense of discomfort.

In addition, in the driving assistance device according to an aspect ofthe present invention, it is preferable that the instruction means bemeans for instructing a change in the automated driving operation stateof the host vehicle, the setting means be means for setting thedestination, and the determination means determines the automateddriving operation state based on whether or not the destination has beenset when the instruction means is manipulated, and determines theautomated driving operation state based on a detection result of thetravel intention detection means when the destination has not been set.Therefore, since the automated driving operation state is automaticallydetermined according to the travel continuation intention of the driverand automated driving is performed, the driving assistance device iseasy to instinctively manipulate without causing the driver to feel asense of discomfort.

In addition, in the driving assistance device according to an aspect ofthe present invention, it is preferable that the determination meansgenerate a route along a current travel path of the host vehicle andstart automated driving when it is determined that there is travelcontinuation intention by the travel intention detection means.Therefore, when the driver has the travel continuation intention, theroute along the current travel path is automatically generated andautomated driving starts such that the host vehicle continuouslytravels. Therefore, the driving assistance device is easy toinstinctively manipulate without causing the driver to feel a sense ofdiscomfort.

In addition, in the driving assistance device according to an aspect ofthe present invention, it is preferable that the determination meansgenerate a stopping route and start automated driving when it isdetermined that there is not travel continuation intention by the travelintention detection means. Therefore, when the driver does not have thetravel continuation intention, the stopping route is automaticallygenerated and exercise driving starts such that the host vehicle stops.Therefore, the driving assistance device is easy to instinctivelymanipulate without causing the driver to feel a sense of discomfort.

In addition, a driving assistance device according to an aspect of thepresent invention, includes: instruction means for instructing a changein a driving assistance operation state of a host vehicle; travelintention detection means for detecting travel continuation intention ofa driver; determination means for determining the driving assistanceoperation state based on a detection result of the travel intentiondetection means when the instruction means is manipulated; and controlmeans for performing vehicle travel control based on a determinationresult of the determination means.

According to an aspect of the present invention, since the drivingassistance operation state is automatically determined based on thetravel continuation intention of the driver and the driving assistancecontrol is performed, the driving assistance device is easy toinstinctively manipulate without causing the driver to feel a sense ofdiscomfort.

Advantageous Effects of Invention

According to an aspect of the present invention, it is possible toprovide a driving assistance device which it is easy to instinctivelymanipulate without causing a driver to feel a sense of discomfort. Inaddition, since an emergency stop button is not used to usual operating,it is difficult to manipulate the emergency stop button with instantjudgment in an emergency. However, in a case of an aspect of the presentinvention, since an operation button which is used to being regularlymanipulated is used, it is possible to immediately manipulate automateddriving instruction means and start automated driving even in anemergency.

BRIEF DESCRIPTION OF DRAWINGS

FIG. 1 is a block diagram illustrating a driving assistance deviceaccording to a first embodiment of the present invention.

FIG. 2 is a flowchart illustrating the operation of the ECU of thedriving assistance device shown in FIG. 1 .

FIG. 3 is a block diagram illustrating a driving assistance deviceaccording to a second embodiment of the present invention.

FIG. 4 is a flowchart illustrating the operation of the ECU of thedriving assistance device shown in FIG. 3 .

FIG. 5 is a block diagram illustrating a driving assistance deviceaccording to a third embodiment of the present invention.

FIG. 6 is a flowchart illustrating the operation of the ECU of thedriving assistance device shown in FIG. 5 .

DESCRIPTION OF EMBODIMENTS

Hereinafter, embodiments of the invention will be described in detailwith reference to the accompanying drawings. Meanwhile, reference nowshould be made to the drawings, throughout which the same referencenumerals are used to designate the same components, and duplicateddescription will be omitted.

FIG. 1 is a block diagram illustrating a driving assistance deviceaccording to a first embodiment of the present invention.

The driving assistance device 1 according to the embodiment is mountedon a host vehicle and used to perform automated driving of the hostvehicle. The driving assistance device 1 includes an automated drivingswitch (instruction means) 2, a destination setting unit (setting means)3, a travel intention detection unit (travel intention detection means)4, an ECU (Electronic Control Unit, determination means) 5, and avehicle travel control unit (control means) 6.

The automated driving switch 2 is used to instruct a change in theautomated driving operation state (driving assistance operation state)of the host vehicle, and connected to the ECU 5. If the automateddriving switch 2 is switched on, an automated driving start signal istransmitted to the ECU 5. Since it is assumed that the automated drivingswitch 2 is manipulated when a driver wants to start automated drivingand there are many opportunities to be pushed on a regular basis, it ispreferable that the automated driving switch 2 be provided at alocation, for example, a steering median, the area around a shift lever,or the like, which is easy to be manipulated by the driver. In addition,although a touch panel-type switch or the like, in which an input screenis changed, may be used as the automated driving switch 2, it ispreferable to use a mechanical switch or the like, the form of which isnot changed in both a normal time and an emergency, in order to preventthe driver from being confused in an emergency.

The destination setting unit 3 is used to set the destination ofautomated driving by the driver, and is connected to the ECU 5. If thedestination is input to the destination setting unit 3, the destinationis transmitted to the ECU 5. As the destination setting unit 3, forexample, the touch panel of a navigation system or the like can be used.

The travel intention detection unit 4 is used to detect the travelcontinuation intention of the driver, and is connected to the ECU 5. Asthe travel intention detection unit 4, an accelerator pedal sensor, abrake pedal sensor, or the like can be used.

For example, when the accelerator pedal sensor is used as the travelintention detection unit 4 and it is detected that an accelerator pedalis pressed on, it is determined that there is travel continuationintention. When it is not detected that the accelerator pedal is pressedon, it is determined that there is not the travel continuationintention.

In addition, when the brake pedal sensor is used as the travel intentiondetection unit 4 and it is detected that a brake pedal is pressed on, itis determined that there is not travel intention. When it is notdetected that the brake pedal is pressed on, it is determined that thereis travel intention. The travel intention detection unit 4 transmits adetection result to the ECU 5. In addition, the travel intentiondetection unit 4 may determine the travel intention based on thedirection of the force added to a handle or a shift lever in addition tothe accelerator pedal and the brake pedal. It may be determined thatthere is travel continuation intention when a direction in which ahandle or a shift lever is pushed forward is detected, and it may bedetermined that there is not travel continuation intention when adirection in which a handle or a shift lever is pulled to the near sideis detected. In addition, when hazard lamps or side turn signal lampsare blinking, it may be determined that there is not the travelintention. In addition, when a shift lever is in a D range, it can bedetermined that there is the travel intention. In addition, in a case ofa vehicle which has a cruise control function, it may be determined thatthere is the travel continuation intention when the automaticaccelerator function is in an ON state, and it may be determined thatthere is not the travel continuation intention in an OFF state. Inaddition, the determination can be performed based on the manipulatingaction of the driver. In addition, whether there is the travel intentionor not may be determined by a combination of the above-describeddetermination means.

The ECU 5 is used to control the whole driving assistance device 1. Ifthe automated driving switch 2 is manipulated and an automated drivingstart signal is received from the automated driving switch 2, the ECU 5determines the automated driving operation state based on thedestination received from the destination setting unit 3 and thedetection result received from the travel intention detection unit 4.The ECU 5 can be configured with, for example, a computer which includesa CPU, a ROM, and a RAM as a main constituent. The ECU 5 includes anautomated driving mode switching unit 51, a destination route generationunit 52, a road travel route generation unit 53, and a stopping routegeneration unit 54.

The automated driving mode switching unit 51 is connected to theautomated driving switch 2, the destination setting unit 3 and thetravel intention detection unit 4. If the automated driving switch 2 ismanipulated and the automated driving start signal is received from theautomated driving switch 2, the automated driving mode switching unit 51switches an automated driving mode which starts from now based on thedestination received from the destination setting unit 3 and thedetection result received from the travel intention detection unit 4.

The automated driving mode can be switched to three kinds of modes, thatis, automated driving in which travel is performed to the destinationset using the destination setting unit 3 (hereinafter, referred to asautomated driving to the destination), automated driving in which travelis performed along the current travel path of the host vehicle(hereinafter, referred to as automated driving along the road), andautomated stopping. The automated driving mode switching unit 51 isconnected to the destination route generation unit 52, the road travelroute generation unit 53, and the stopping route generation unit 54. Ifthe automated driving mode is switched to the automated driving to thedestination, the automated driving mode switching unit 51 outputs adestination to the destination route generation unit 52. If theautomated driving mode is switched to the automated driving along theroad, the automated driving mode switching unit 51 outputs a routegeneration instruction to the road travel route generation unit 53. Ifthe automated driving mode is switched to the automated stopping, theautomated driving mode switching unit 51 outputs a route generationinstruction to the stopping route generation unit 54.

If the destination is received from the automated driving mode switchingunit 51, the destination route generation unit 52 generates a route froma current location to the received destination. The destination routegeneration unit 52 is connected to the vehicle travel control unit 6which is located on the outside of the ECU 5, and transmits thegenerated route to the vehicle travel control unit 6.

If the route generation instruction is received from the automateddriving mode switching unit 51, the road travel route generation unit 53generates a route in order to perform the automated driving along theroad. The road travel route generation unit 53 is connected to thevehicle travel control unit 6, and transmits the generated route to thevehicle travel control unit 6. In addition, as a process of the roadtravel route generation unit 53, it is possible to generate a route fortravel along the road on which travel is being performed. If there are aplurality of travel lanes on the road on which travel is beingperformed, a straight lane may be selected. In addition, if there are aplurality of straight lanes, a passing lane should be avoided as much aspossible, that is, a side lane may be preferentially selected. Further,an uncrowded lane may be preferentially selected or a lane may beselected according to the direction of a traffic indicator manipulatedby the driver. When it is impossible to go straight on the road on whichtravel is being performed, such as a T-shaped intersection, or whenthere are a plurality of candidates along the road, such as a divergenceroad, the direction of a small intersection angle with respect to theroad on which travel is being performed or the direction of a smallsteering angle may be selected, the road with a big width may beselected, or the direction of the traffic indicator manipulated by thedriver may be followed. In addition, a method of generating a routewhich enables vehicle travel to be safely continued according to trafficrules may be used.

If the route generation instruction is received from the automateddriving mode switching unit 51, the stopping route generation unit 54generates a route in order to perform automated stopping. The stoppingroute generation unit 54 is connected to the vehicle travel control unit6, and transmits the generated route to the vehicle travel control unit6. In addition, as a process of the stopping route generation unit 54,it is possible to generate a route in which stopping is performed insuch a way as to approach to the side of the road on which travel isbeing performed. In addition, it is possible to generate a route inwhich stopping is performed in such a way as to search the outside ofthe road for a place where stopping can be performed without obstructingthe passage of another vehicle. In addition, if the road on which travelis being performed is prohibited from being parked and stopped, stoppingmay be performed in such a way as to change the route to another road inwhich stopping can be performed. If there is a possibility that astopping location may obstruct the travel of another vehicle, attentionmay be called by blinking the hazard lamps. If there is danger ofimmediate slowdown when stopping is performed, attention may be calledto vehicles in the rear by blinking the hazard lamps. In addition, theremay be another route generation method which enables a vehicle to safelyperform stopping along traffic roots.

The automated driving mode switching unit 51, the destination routegeneration unit 52, the road travel route generation unit 53, and thestopping route generation unit 54, which are provided to the ECU 5, maybe configured in such a way as to install a computer program and may beconfigured with respective hardware.

The vehicle travel control unit 6 is used to control the travel of thehost vehicle based on the route (determination result) transmitted fromthe ECU 5, and, for example, an engine ECU, a braking ECU, a steeringECU, or the like corresponds to the vehicle travel control unit 6.

Next, the operation of the driving assistance device 1 according to theembodiment will be described.

FIG. 2 is a flowchart illustrating the operation of the ECU of thedriving assistance device shown in FIG. 1 .

If the automated driving mode switching unit 51 receives the automateddriving start signal from the automated driving switch 2, the ECU 5starts the operation. As the operation of the ECU 5, it is firstdetermined whether or not an automated driving destination has been setusing the destination setting unit 3 in step S10 as shown in FIG. 2 . Ifthe destination is received from the destination setting unit 3, theautomated driving mode switching unit 51 determines that the destinationhas been set. If the destination is not received from the destinationsetting unit 3, the automated driving mode switching unit 51 determinesthat a destination has not been set.

If it is determined that the destination has been set in step S10, theautomated driving mode switching unit 51 outputs the destination to thedestination route generation unit 52, and the destination routegeneration unit 52 which receives the destination generates a route forautomated driving to the destination and further transmits the generatedroute to the vehicle travel control unit 6 in step S12. Thereafter, theoperation of the ECU 5 is terminated.

Meanwhile, in step S10, if it is determined that a destination has notbeen set, the automated driving mode switching unit 51 determineswhether the driver has the travel continuation intention or not based onthe detection result received from the travel intention detection unit 4in step S14.

If it is determined that the driver has the travel continuationintention by the automated driving mode switching unit 51 in step S14,the automated driving mode switching unit 51 outputs the routegeneration instruction to the road travel route generation unit 53, andthe road travel route generation unit 53 which receives the routegeneration instruction generates a route for automated driving along theroad and further transmits the generated route to the vehicle controlunit 6 in step S16. Thereafter, the operation of the ECU 5 isterminated.

Meanwhile, if it is determined that the driver does not have the travelcontinuation intention by the automated driving mode switching unit 51in step S14, the automated driving mode switching unit 51 outputs theroute generation instruction to the stopping route generation unit 54and the stopping route generation unit 54 received the route generationinstruction generates a route for automated stopping and furthertransmits the generated route to the vehicle control unit 6 in step S18.Thereafter, the operation of the ECU 5 is terminated.

As described above, according to the driving assistance device 1according to the embodiment, if the execution of automated driving isinstructed using the automated driving switch 2 and a destination hasbeen set using the destination setting unit 3, the route for theautomated driving to the destination is automatically generated by theECU 5 and the automated driving to the destination starts. Meanwhile, ifa destination has not been set using the destination setting unit 3 andit is detected that the driver has the travel continuation intentionusing the travel intention detection unit 4, the route for the automateddriving along the road is automatically generated using the ECU 5 andthe automated driving along the road starts. Further, if a destinationhas not been set using the destination setting unit 3 and it is detectedthat the driver does not have the travel continuation intention usingthe travel intention detection unit 4, the route for the automatedstopping is automatically generated using the ECU 5 and the automatedstopping starts. Therefore, only when the driver presses the automateddriving switch 2 which has regularly many opportunities to be pressedand which the driver is used to pressing, the automated drivingoperation state is automatically determined based on the intention ofthe driver and the driving assistance control is performed. Therefore,the driving assistance device is easy to instinctively manipulatewithout causing the driver to feel a sense of discomfort.

In addition, according to the related art, in order to perform theautomated driving to the destination, the automated driving along theroad and the automated stopping, it is necessary to provide respectiverelevant switches or a switching switch. However, according to thedriving assistance device 1 according to the embodiment, it issufficient if only the automated driving switch 2 is provided as aswitch for execution, thus it is possible to attempt to reduceproduction costs or to improve the design freedom.

Next, a driving assistance device according to a second embodiment ofthe present invention will be described.

FIG. 3 is a block diagram illustrating the driving assistance deviceaccording to the second embodiment of the present invention.

A driving assistance device 1A according to the second embodiment isdifferent from the driving assistance device 1 according to the firstembodiment in that the travel intention detection unit 4 is not providedand further an ECU 5A, which does not include the stopping routegeneration unit 54, is provided instead of the ECU 5.

Next, the operation of the driving assistance device 1A according to theembodiment will be described.

FIG. 4 is a flowchart illustrating the operation of the ECU of thedriving assistance device shown in FIG. 3 .

If the automated driving mode switching unit 51 receives the automateddriving start signal from the automated driving switch 2, the ECU 5Astarts the operation. As the operation of the ECU 5A, it is firstdetermined whether or not an automated driving destination has been setusing the destination setting unit 3 in step S20 as shown in FIG. 4 . Ifthe destination is received from the destination setting unit 3, theautomated driving mode switching unit 51 determines that the destinationhas been set. If the destination is not received from the destinationsetting unit 3, the automated driving mode switching unit 51 determinesthat a destination has not been set.

If it is determined that the destination has been set in step S20, theautomated driving mode switching unit 51 outputs the destination to thedestination route generation unit 52, and the destination routegeneration unit 52 which receives the destination generates a route forthe automated driving to the destination and further transmits thegenerated route to the vehicle travel control unit 6 in step S22.Thereafter, the operation of the ECU 5A is terminated.

Meanwhile, if it is determined that a destination has not been set instep S20, the automated driving mode switching unit 51 outputs the routegeneration instruction to the road travel route generation unit 53, andthe road travel route generation unit 53 which receives the routegeneration instruction generates a route for the automated driving alongthe road and further transmits the generated route to the vehicle travelcontrol unit 6 in step S24. Thereafter, the operation of the ECU 5A isterminated.

As described above, according to the driving assistance device 1Aaccording to the embodiment, if the execution of the automated drivingis instructed using the automated driving switch 2 and a destination hasbeen set using the destination setting unit 3, the route for theautomated driving to the destination is automatically generated usingthe ECU 5A and the automated driving to the destination starts. If adestination has not been set using the destination setting unit 3, theroute for the automated driving along the road is automaticallygenerated using the ECU 5A and the automated driving along the roadstarts. Therefore, only when the driver presses the automated drivingswitch 2 which has regularly many opportunities to be pressed and whichthe driver is used to pressing, the automated driving operation state isautomatically determined based on the operational purpose and thedriving assistance control is performed. Therefore, the drivingassistance device is easy to instinctively manipulate without causingthe driver to feel a sense of discomfort.

In addition, according to the related art, in order to perform theautomated driving to the destination and the automated driving along theroad, it is necessary to provide respective relevant switches or aswitching switch. However, according to the driving assistance device 1Aaccording to the embodiment, it is sufficient if only the automateddriving switch 2 is provided as a switch for execution, thus it ispossible to attempt to reduce production costs or to improve the designfreedom.

Next, a driving assistance device according to a third embodiment of thepresent invention will be described.

FIG. 5 is a block diagram illustrating the driving assistance deviceaccording to the third embodiment of the present invention.

The driving assistance device 1B according to the embodiment is mountedon the host vehicle, and is used to perform automated driving of thehost vehicle. The driving assistance device 1B includes an automateddriving switch (instruction means) 2, a travel intention detection unit(travel intention detection means) 4, an ECU (determination means) 5B,and the vehicle travel control unit (control means) 6.

The automated driving switch 2 is used to instruct a change in theautomated driving operation state of the host vehicle, and is connectedto the ECU 5B. If the automated driving switch 2 is switched on, anautomated driving start signal is transmitted to the ECU 5B. Since it isassumed that the automated driving switch 2 is manipulated when a driverwants to start automated driving and there are many opportunities to bepushed on a regular basis, it is preferable that the automated drivingswitch 2 be provided at a location, for example, a steering median, thearea around a shift lever, or the like, which is easy to be manipulatedby the driver. In addition, although a touch panel-type switch or thelike, in which an input screen is changed, may be used as the automateddriving switch 2, it is preferable to use a mechanical switch or thelike, the form of which is not changed in both a normal time and anemergency, in order to prevent the driver from being confused in anemergency.

The travel intention detection unit 4 is used to detect the travelcontinuation intention of the driver, and is connected to the ECU 5B. Asthe travel intention detection unit 4, an accelerator pedal sensor, abrake pedal sensor, or the like can be used.

For example, when the accelerator pedal sensor is used as the travelintention detection unit 4 and it is detected that an accelerator pedalis pressed on, it is determined that there is the travel continuationintention. When it is not detected that the accelerator pedal is pressedon, it is determined that there is not the travel continuationintention.

In addition, when the brake pedal sensor is used as the travel intentiondetection unit 4 and it is detected that a brake pedal is pressed on, itis determined that there is not travel intention. When it is notdetected that the brake pedal is pressed on, it is determined that thereis the travel intention. The travel intention detection unit 4 transmitsa detection result to the ECU 5B.

The ECU 5B is used to control the whole driving assistance device 1B. Ifthe automated driving switch 2 is manipulated and an automated drivingstart signal is received from the automated driving switch 2, the ECU 5Bdetermines the automated driving operation state based on the detectionresult received from the travel intention detection unit 4. The ECU 5Bcan be configured with, for example, a computer which includes a CPU, aROM, and a RAM as a main constituent. The ECU 5B includes an automateddriving mode switching unit 51, a road travel route generation unit 53,and a stopping route generation unit 54.

The automated driving mode switching unit 51 is connected to theautomated driving switch 2 and the travel intention detection unit 4. Ifthe automated driving switch 2 is manipulated and the automated drivingstart signal is received from the automated driving switch 2, theautomated driving mode switching unit 51 switches an automated drivingmode which starts from now based on the detection result received fromthe travel intention detection unit 4.

The automated driving mode can be switched to two kinds of modes, thatis, automated driving along the road and automated stopping. Theautomated driving mode switching unit 51 is connected to the road travelroute generation unit 53 and the stopping route generation unit 54. Ifthe automated driving mode is switched to the automated driving alongthe road, the automated driving mode switching unit 51 outputs a routegeneration instruction to the road travel route generation unit 53. Ifthe automated driving mode is switched to the automated stopping, theautomated driving mode switching unit 51 outputs a route generationinstruction to the stopping route generation unit 54.

If the route generation instruction is received from the automateddriving mode switching unit 51, the road travel route generation unit 53generates a route in order to perform the automated driving along theroad. The road travel route generation unit 53 is connected to thevehicle travel control unit 6 which is in the outside of the ECU 5B, andtransmits the generated route to the vehicle travel control unit 6. Inaddition, as a process of the road travel route generation unit 53, itis possible to generate a route for travel along the road on whichtravel is being performed. If there are a plurality of travel lanes onthe road on which travel is being performed, a straight lane may beselected. In addition, if there are a plurality of straight throughlanes, a passing lane should be avoided as much as possible, that is, aside lane may be preferentially selected. Further, an uncrowded lane maybe preferentially selected or a lane may be selected according to thedirection of a traffic indicator manipulated by the driver. When it isimpossible to go straight on the road on which travel is beingperformed, such as a T-shaped intersection, or when there are aplurality of candidates along the road, such as a divergence road, thedirection of a small intersection angle with respect to the road onwhich travel is being performed or the direction of a small steeringangle may be selected, the road with a big width may be selected, or thedirection of the traffic indicator manipulated by the driver may befollowed. In addition, a method of generating a route which enablesvehicle travel to be safely continued according to traffic rules may beused.

If the route generation instruction is received from the automateddriving mode switching unit 51, the stopping route generation unit 54generates a route in order to perform automated stopping. The stoppingroute generation unit 54 is connected to the vehicle travel control unit6, and transmits the generated route to the vehicle travel control unit6. In addition, as a process of the stopping route generation unit 54,it is possible to generate a route in which stopping is performed insuch a way as to approach to the side of the road on which travel isbeing performed. In addition, it is possible to generate a route inwhich stopping is performed in such a way as to search the outside ofthe road for a place where stopping can be performed without obstructingthe passage of another vehicle. In addition, if the road on which travelis being performed is prohibited from being parked and stopped, stoppingmay be performed in such a way as to change the route to another road inwhich stopping can be performed. If there is a possibility that astopping location may obstruct the travel of another vehicle, attentionmay be called by blinking the hazard lamps. If there is danger ofimmediate slowdown when stopping is performed, attention may be calledto vehicles in the rear by blinking the hazard lamps. In addition, theremay be another route generation method which enables a vehicle to safelyperform stopping.

The automated driving mode switching unit 51, the road travel routegeneration unit 53, and the stopping route generation unit 54, which areprovided to the ECU 5B, may be configured in such a way as to install acomputer program and may be configured with respective hardware.

The vehicle travel control unit 6 is used to control the travel of thehost vehicle based on the route transmitted from the ECU 5B, and, forexample, an engine ECU, a braking ECU, a steering ECU, or the likecorresponds to the vehicle travel control unit 6.

Next, the operation of the driving assistance device 1B according to theembodiment will be described.

FIG. 6 is a flowchart illustrating the operation of the ECU of thedriving assistance device shown in FIG. 5 .

If the automated driving mode switching unit 51 receives the automateddriving start signal from the automated driving switch 2, the ECU 5Bstarts the operation. As the operation of the ECU 5B, it is firstdetermined whether or not the driver has the travel continuationintention based on the detection result received from the travelintention detection unit 4 in step in step S30 as shown in FIG. 6 .

In step S30, if it is determined that the driver has the travelcontinuation intention using the automated driving mode switching unit51, the automated driving mode switching unit 51 outputs the routegeneration instruction to the road travel route generation unit 53, andthe road travel route generation unit 53 which receives the routegeneration instruction generates a route for the automated driving alongthe road and further transmits the generated route to the vehiclecontrol unit 6 in step S32. Thereafter, the operation of the ECU 5B isterminated.

Meanwhile, if it is determined that the driver does not have the travelcontinuation intention using the automated driving mode switching unit51 in step S30, the automated driving mode switching unit 51 outputs theroute generation instruction to the stopping route generation unit 54and the stopping route generation unit 54 which receives the routegeneration instruction generates a route for automated stopping andfurther transmits the generated route to the vehicle control unit 6 instep S34. Thereafter, the operation of the ECU 5B is terminated.

As described above, according to the driving assistance device 1Baccording to the embodiment, if the execution of automated driving isinstructed using the automated driving switch 2 and it is detected thatthe driver has the travel continuation intention using the travelintention detection unit 4, the route for the automated driving alongthe road is automatically generated using the ECU 5B and the automateddriving along the road starts. If it is detected that the driver doesnot have the travel continuation intention using the travel intentiondetection unit 4, the route for the automated stopping is automaticallygenerated using the ECU 5B and the automated stopping starts. Therefore,only when the driver presses the automated driving switch 2 which hasregularly many opportunities to be pressed and which the driver is usedto pressing, the automated driving operation state is automaticallydetermined based on the intention of the driver and the drivingassistance control is performed. Therefore, the driving assistancedevice is easy to instinctively manipulate without causing the driver tofeel a sense of discomfort.

In addition, according to the related art, in order to perform theautomated driving along the road and the automated stopping, it isnecessary to provide respective relevant switches or a switching switch.However, according to the driving assistance device 1B according to theembodiment, it is sufficient if only the automated driving switch 2 isprovided as a switch for execution, thus it is possible to attempt toreduce production costs or to improve the design freedom.

Meanwhile, the present invention is not limited to the above-describedembodiments. For example, in the driving assistance devices 1 and 1Baccording to the embodiments, the ECU 5 generates the route for theautomated driving along the road or the route for the automated stoppingbased on whether or not the driver has the travel continuationintention. However, in addition to this, the strength of the travelcontinuation intention may be detected at a plurality of levels by thetravel intention detection unit 4 and an automated driving route basedon each level may be generated. In addition, a limited value on anaddition side or a subtraction side may be determined depending on thelevel. In this case, sudden acceleration or sudden deceleration can beused when the intention is strong, and gradual acceleration can be usedwhen the intention is weak. In addition, the limited value of the speedmay be determined based on the level. In this case, the limited valuemay be used up to the speed limit on the road when there is the travelintention and the intention is strong, and a little more room may beallowed for the speed limit when there is the travel intention and theintention is weak. In addition, a stopping place may be determined basedon the level. In this case, stopping is performed at the nearestlocation while approaching the side, as much as possible when there isnot the travel intention and the intention is strong, stopping may beperformed by searching the outside of a road for a location where thevehicle is taken out when there is not the travel intention and theintention is weak. In addition, a method of generating a route in whichefficiency has priority based on the level, such as rapid proceeding orrapid stopping, may be used. As a method of detecting the strength ofthe travel continuation intention, when an accelerator pedal sensor isused as the travel intention detection unit 4, it is possible todetermine the strength of the existence of the travel continuationintention, at a plurality of levels based on the pushing amount of theaccelerator pedal detected by the accelerator pedal sensor. In addition,when a brake pedal sensor is used as the travel intention detection unit4, it is possible to determine the strength of the non-existence of thetravel continuation intention, at a plurality of levels based on thepushing amount of the brake pedal detected by the brake pedal sensor. Inaddition, when both the accelerator pedal sensor and the brake pedalsensor are used as the travel intention detection unit 4 and it isdetected that the accelerator pedal is pressed, it can be determinedthat the travel continuation intention is strong. When it is notdetected that any of the accelerator pedal and the brake pedal ispressed, it can be determined that the travel continuation intention isweak. When it is detected that the brake pedal is pressed, it can bedetermined that there is not the travel continuation intention.

In addition, in the driving assistance devices 1, 1A, and 1B accordingto the embodiments, it is configured that automated driving starts insuch a way that the automated driving switch 2 is pushed. However, inaddition to this, it may be configured that an emergency button isfurther provided and the automated driving along the road or theautomated stopping starts when any of the automated driving switch 2 orthe emergency button is pushed.

INDUSTRIAL APPLICABILITY

According to the present invention, it is possible to provide a drivingassistance device which is easy to instinctively manipulate withoutcausing the driver to feel a sense of discomfort.

REFERENCE SIGNS LIST

-   -   1, 1A, 1B . . . driving assistance device, 2 . . . automated        driving switch (instruction means), 3 . . . destination setting        unit (setting means), 4 . . . travel intention detection unit        (travel intention detection means), 5, 5A, 5B . . . ECU        (determination means), 6 . . . vehicle travel control unit        (control means).

The invention claimed is:
 1. A driving assistance device, comprising: aninput switch configured to be used to input an instruction for automateddriving of a vehicle; and a controller configured to determine whetheror not an automated driving destination has been set, if the instructionfor automated driving of the vehicle has been input by the input switchand the automated driving destination has been set, to generate a routeof the vehicle to the automated driving destination and to control thevehicle to travel along the route to the automated driving destination,if the instruction for automated driving of the vehicle has been inputby the input switch and the automated driving destination has not beenset, to determine whether or not a driver of the vehicle has a travelcontinuation intention, if the driver of the vehicle has the travelcontinuation intention, to generate a route along a current travel pathof the vehicle and to control the vehicle to travel along the routealong the current travel path of the vehicle, and if the driver of thevehicle does not have the travel continuation intention, to generate aroute in order to perform automated stopping and to control the vehicleto travel along the route in order to perform automated stopping.
 2. Thedriving assistance device according to claim 1, comprising an emergencybutton, wherein the controller is configured: if an instruction for thevehicle to be in an automated driving operation state has been input bythe emergency button and the automated driving destination has been set,to generate the route of the vehicle to the automated drivingdestination and to control the vehicle to travel along the route to theautomated driving destination, and if the instruction for the vehicle tobe in the automated driving operation state has been input by theemergency button and the automated driving destination has not been set,to determine whether or not the driver of the vehicle has the travelcontinuation intention.
 3. The driving assistance device according toclaim 1, wherein the controller is configured to determine whether ornot the driver of the vehicle has the travel continuation intention inaccordance with a manipulation action of the driver.
 4. The drivingassistance device according to claim 1, wherein the controller isconfigured to determine that the driver of the vehicle has the travelcontinuation intention if an accelerator pedal is pressed, and todetermine the driver of the vehicle does not have the travelcontinuation intention if the accelerator pedal is not pressed.
 5. Thedriving assistance device according to claim 1, wherein the controlleris configured to determine that the driver of the vehicle has the travelcontinuation intention if a brake pedal is not pressed, and to determinethat the driver of the vehicle does not have the travel continuationintention if the brake pedal is pressed.
 6. A driving assistance method,comprising: inputting by an input switch an instruction for a vehicle tobe in an automated driving operation state; determining whether or notan automated driving destination has been set; if the instruction forthe vehicle to be in the automated driving operation state has beeninput by the input switch and the automated driving destination has beenset, generating a route of the vehicle to the automated drivingdestination and controlling the vehicle to travel along the route to theautomated driving destination, if the instruction for the vehicle to bein the automated driving operation state has been input by the inputswitch and the automated driving destination has not been set,determining whether or not a driver of the vehicle has a travelcontinuation intention, if the driver of the vehicle has the travelcontinuation intention, generating a route along a current travel pathof the vehicle and controlling the vehicle to travel along the routealong the current travel path of the vehicle, and if the driver of thevehicle does not have the travel continuation intention, generating aroute in order to perform automated stopping and controlling the vehicleto travel along the route in order to perform automated stopping.
 7. Thedriving assistance method according to claim 6, further comprising: ifthe instruction for the vehicle to be in the automated driving operationstate has been input by an emergency button and the automated drivingdestination has been set, generating the route of the vehicle to theautomated driving destination and controlling the vehicle to travelalong the route to the automated driving destination, and if theinstruction for the vehicle to be in the automated driving operationstate has been input by the emergency button and the automated drivingdestination has not been set, determining whether or not the driver ofthe vehicle has a travel continuation intention.
 8. The drivingassistance method according to claim 6, determining whether or not thedriver of the vehicle has the travel continuation intention inaccordance with a manipulation action of the driver.
 9. The drivingassistance method according to claim 6, determining that the driver ofthe vehicle has the travel continuation intention if an acceleratorpedal is pressed, and determining that the driver of the vehicle doesnot have the travel continuation intention if the accelerator pedal isnot pressed.
 10. The driving assistance method according to claim 6,determining that the driver of the vehicle has the travel continuationintention if a brake pedal is not pressed, and determining that thedriver of the vehicle does not have the travel continuation intention ifthe brake pedal is pressed.